Method of manufacturing a self-inflating tire

ABSTRACT

A method of constructing a self-inflating tire assembly includes molding in an air tube-receiving groove within a green tire carcass wall, the groove having an access opening, primary internal groove chamber and a secondary expansion groove chamber adjacent to and communicating with the internal groove chamber. A groove partial passageway is molded with the groove at a prescribed groove outlet location and extends from the groove partially through the tire carcass wall toward the tire cavity. A tire carcass wall barrier of reduced section between the partial passageway and the tire cavity is removed in a post-cure operation to create a through-bore from the groove to the tire cavity. A pump assembly inserts into the tube-receiving groove in a post-cure procedure with an outlet passage tube from a pump assembly outlet device extended through the through-bore to the tire cavity.

FIELD OF THE INVENTION

The invention relates generally to self-inflating tires and, morespecifically, to a method of manufacturing a self-inflating tire.

BACKGROUND OF THE INVENTION

Normal air diffusion reduces tire pressure over time. The natural stateof tires is under inflated. Accordingly, drivers must repeatedly act tomaintain tire pressures or they will see reduced fuel economy, tire lifeand reduced vehicle braking and handling performance. Tire PressureMonitoring Systems have been proposed to warn drivers when tire pressureis significantly low. Such systems, however, remain dependant upon thedriver taking remedial action when warned to re-inflate a tire torecommended pressure. It is a desirable, therefore, to incorporate aself-inflating feature within a tire that will self-inflate the tire inorder to compensate for any reduction in tire pressure over time withoutthe need for driver intervention.

SUMMARY OF THE INVENTION

In one aspect of the invention, a method of constructing aself-inflating tire assembly includes: building a green tire carcass;molding in an air tube-receiving groove within a green tire carcass wallat a prescribed radial location, the groove having an access opening,primary internal groove chamber and a secondary expansion groove chamberadjacent to and communicating with the internal groove chamber foroperationally receiving a flattened air-pump tube extended portion;molding in with the groove a groove partial passageway located at aprescribed groove outlet location along the air tube-receiving groove,the passageway extending from the groove partially through the tirecarcass wall toward the tire cavity and having an axially inwardterminal end separated from the tire inner liner by a removable tirecarcass barrier of reduced sectional thickness relative to the tirecarcass wall; curing the green tire carcass to form a cured tirecarcass; and removing the tire carcass barrier in a post-cure operationto create a through-bore from the groove to the tire cavity.

In a further aspect, the method includes constructing a pump assemblyhaving an air tube; an inlet device positioned along the air tube and anoutlet device positioned along the air tube opposite the inlet device;and inserting the pump assembly into the tube-receiving groove with theoutlet device positioned within the groove outlet location of thegroove. According to a further aspect, the method includes projecting atleast one outlet passage tube from the outlet device through thethrough-bore to the tire cavity. The method in another aspect includesapplying a sealant coating into the tube-receiving groove and pluggingthe outlet passage tube of the outlet device with a plug device prior toinserting the annular pump assembly into the tube-receiving groove. In afurther aspect, should a secondary sealant covering be desired over thepump assembly; the tire may be mounted to a rim and inflated. Asecondary sealant covering is applied and allowed to cure. The tire isthen deflated and removed from the rim. The groove may be molded in thetire in an annular form configured to receive an annularly configuredpump assembly,

DEFINITIONS

“Aspect ratio” of the tire means the ratio of its section height (SH) toits section width (SW) multiplied by 100 percent for expression as apercentage.

“Asymmetric tread” means a tread that has a tread pattern notsymmetrical about the center plane or equatorial plane EP of the tire.

“Axial” and “axially” means lines or directions that are parallel to theaxis of rotation of the tire.

“Chafer” is a narrow strip of material placed around the outside of atire bead to protect the cord plies from wearing and cutting against therim and distribute the flexing above the rim.

“Circumferential” means lines or directions extending along theperimeter of the surface of the annular tread perpendicular to the axialdirection.

“Equatorial Centerplane (CP)” means the plane perpendicular to thetire's axis of rotation and passing through the center of the tread.

“Footprint” means the contact patch or area of contact of the tire treadwith a flat surface at zero speed and under normal load and pressure.

“Groove” means an elongated void area in a tire wall that may extendcircumferentially or laterally about the tire wall. The “groove width”is equal to its average width over its length. A grooves is sized toaccommodate an air tube as described.

“Inboard side” means the side of the tire nearest the vehicle when thetire is mounted on a wheel and the wheel is mounted on the vehicle.

“Lateral” means an axial direction.

“Lateral edges” means a line tangent to the axially outermost treadcontact patch or footprint as measured under normal load and tireinflation, the lines being parallel to the equatorial centerplane.

“Net contact area” means the total area of ground contacting treadelements between the lateral edges around the entire circumference ofthe tread divided by the gross area of the entire tread between thelateral edges.

“Non-directional tread” means a tread that has no preferred direction offorward travel and is not required to be positioned on a vehicle in aspecific wheel position or positions to ensure that the tread pattern isaligned with the preferred direction of travel. Conversely, adirectional tread pattern has a preferred direction of travel requiringspecific wheel positioning.

“Outboard side” means the side of the tire farthest away from thevehicle when the tire is mounted on a wheel and the wheel is mounted onthe vehicle.

“Peristaltic” means operating by means of wave-like contractions thatpropel contained matter, such as air, along tubular pathways.

“Radial” and “radially” means directions radially toward or away fromthe axis of rotation of the tire.

“Rib” means a circumferentially extending strip of rubber on the treadwhich is defined by at least one circumferential groove and either asecond such groove or a lateral edge, the strip being laterallyundivided by full-depth grooves.

“Sipe” means small slots molded into the tread elements of the tire thatsubdivide the tread surface and improve traction, sipes are generallynarrow in width and close in the tires footprint as opposed to groovesthat remain open in the tire's footprint.

“Tread element” or “traction element” means a rib or a block elementdefined by having a shape adjacent grooves.

“Tread Arc Width” means the arc length of the tread as measured betweenthe lateral edges of the tread.

BRIEF DESCRIPTION OF THE DRAWINGS

The invention will be described by way of example and with reference tothe accompanying drawings in which:

FIG. 1 is an exploded isometric view of a tire, rim, and peristaltictube assembly.

FIG. 2 is a side view of the tire with the peristaltic tube assemblywithin a tire sidewall.

FIG. 3 is an enlarged perspective view of the peristaltic tube assembly.

FIG. 4A is a perspective view of an inlet device component of the tubeassembly.

FIG. 4B is a perspective view partially in phantom of the inlet devicecomponent showing internal tube location and configuration.

FIG. 4C is a cross-sectional view through the inlet device componentshowing in phantom the inlet device tubular body.

FIG. 4D is a sectional view of FIG. 4B taken along the line 4D-4D.

FIG. 4E is a sectional view of FIG. 4C taken along the line 4E-4E.

FIG. 5A is a perspective view of an outlet device component of the tubeassembly.

FIG. 5B is a sectional view of the outlet device taken along the line5B-5B of FIG. 5A.

FIG. 5C is an alternative configuration of the outlet device.

FIG. 6A is a sectional view through the tire, rim and tube assembly.

FIG. 6B is an enlarged sectional view of the identified region of FIG.6A and showing the location of the tube assembly within the tire.

FIG. 7A is a cross sectional view through a tire and rim assemblyshowing placement of the outlet device.

FIG. 7B is an enlarged view of region 7A of FIG. 7A.

FIG. 8A is an exploded schematic view showing insertion of the outletdevice through a tire.

FIG. 8B is a schematic view showing the completed insertion of theoutlet device.

DETAILED DESCRIPTION OF THE INVENTION

Referring to FIGS. 1, 2, and 3, 6 b, 7A, 8A, and 8B, a tire assembly 10includes a tire 12, a peristaltic pump assembly 14, and a tire rim 16.The tire mounts in conventional fashion to a pair of rim mountingsurfaces 18 adjacent outer rim flanges 20. The rim flanges 20 haveradially outward facing surface 22. The tire 12 is of conventionalconstruction, having a pair of sidewalls 24 extending from opposite beadareas 26 to a crown or tire read region 28. The tire and rim enclose atire cavity 30. The tire carcass is reinforced by one or more ply layers32 that wrap around a bead core 34 in the bead area 26. The carcassplies 32 form a turnup 36 having a radially outward end above the beadcore 34.

Referring to FIGS. 1, 7B, 8A, and 8B, an annular groove 38 is positionedwithin the tire carcass 12 in a high flex region in order to effectoperation of a peristaltic pump assembly as will be explained. Thepositioning of groove 38 is preferably within a sidewall 24 in the beadregion 26 at a radial location above the upper end of rim flange 20,radially above the bead core 34, and radially above the ply turnup ends36. Such a position provides the requisite flexing properties to actuatethe peristaltic pump while avoiding contact between the pumpingmechanism and the rim. Such a position also avoids the ply turnup ends.

The groove 38 is generally U-shaped an is profiled in section to includean access opening 41 opening to a sidewall outward side; a primarygroove chamber 39 of generally circular cross-section sized and shapedto closely receive a peristaltic pump tube as will be explained; and anexpansion chamber 40 surrounding the primary groove chamber. Theexpansion chamber 40 generally creates a space adjacent to the primarygroove chamber 39 within which the peristaltic pump tube can expand asit is progressively flattened by flexing of a rolling tire. Theexpansion chamber 40 lies in part axially inward from the primary groovechamber 39 as shown by FIGS. 8A and 8B. The groove 38 circumscribes thetire carcass at a high flex location and is molded into the tire duringtire construction, preferably.

At an outlet device-receiving location along the groove 38, the grooveis molded to have a cross-sectional profile to accommodate receipt of anoutlet device as will be explained. At the outlet device-receivinglocation along the groove, the groove is molded to further include atire cavity-directed passageway 42 extending axially inward from theexpansion chamber 40 partially toward tire cavity 30. The passageway 42is configured to provide a pair of parallel spaced apart cylindricalpassageway segments 42A, 42B. The passageway segments 42A, 42B, groovechambers 39, 40 are molded within the tire sidewall at a desired outletdevice-receiving location within the groove 38 during tire construction.

As molded, the passageway segments 42A, 42B represent pilot pathways andextend axially inward from the expansion chamber 40 partially to thetire cavity 30 of the tire carcass 12. The passageway segments extendinto sidewall a distance that separates terminal ends 48 of the segmentsaxially from the tire cavity 30 by a barrier wall 44 having a reducedsectional thickness “D” relative to the carcass wall into which thegroove 38 is molded. The thickness of barrier wall 44 is approximatelyforty percent of the thickness of the carcass wall with the passagewaysegments 42A and 42B extending approximately sixty percent through thecarcass wall. The barrier wall 44 of the sidewall lies between theterminal ends 48 of the segments 42A, 42B and the inner liner 46 in thepost-constructed tire carcass at a specific outlet device receivinglocation along the groove 38. The barrier wall 44 is of like compositionas the tire sidewall and, being of rubber composition, the reducedsection barrier wall 44 is readily penetrable and removable from thetire carcass in a post-construction procedure. Once the barrier wall 44is removed from the tire carcass, the passageway segments 42A, 42Brepresent through-passages open from the chamber 40 axially inward tothe tire cavity 30.

As seen from FIGS. 1, 3, 4A through 4D, 5A through 5C, 8A, and 8B, theperistaltic pump assembly 14 includes an annular air tube 50 thatencloses an annular passageway. The tube 50 is formed of a resilient,flexible material such as plastic or a rubber compound that is capableof withstanding repeated deformation cycles wherein the tube is deformedinto a flattened condition subject to external force and, upon removalof such force, returns to an original condition generally circular incross-section. The tube is of a diameter sufficient to operatively passa volume of air sufficient for the purpose of self-inflating the tire 12during tire operation. The tube 50 and the groove 38 are compatiblysized and configured such that the tube 50 inserts through the accessopening 41 and closely resides within the primary groove chamber 39. Thetube 50 within the groove 38 are placed in a high flex region of thetire carcass 12 as described previously.

The peristaltic pump assembly 14 further includes an inlet devicelocation 54 and an outlet device location 52 spaced apart approximately180 degrees within the circumference of annular air tube 50. Situated atthe outlet location 52 is an outlet device 72 having an elongate body 73in which L-shaped outlet tubes 84, 86 extend and exit. The body 73 ispreferably of molded plastic construction and provides retention flanges74, 76 at opposite upper sides, a retention groove 78 along oppositeelongate sides beneath flanges 74, 76, and a cylindrical lower bodyportion 80. A pair of barb ridges 82 are placed at each end of the body73 adjacent to the body grooves. Outlet tubes 84, 86 are preferablyformed of plastic or stainless steel material and have axial throughpassageways extending end to end. The tubes 84, 86 are housed withinopposite ends of the outlet device body 73. So situated, the L-shapedtubes 84, 86 and the axial passageways therein extend from intake ends88, 90 to exhaust ends 92, 94. The tube ends 88, 90 are diametricallydimensioned to couple to ends of the annular air tube 50 while ends 92,94 extend and direct air into the tire cavity 30. Retention ribs 95 maybe formed in some or all of the tube ends 88, 90, 92, and 94 to assistin coupling the ends 88, 90 with the annular air tube 50 and ends 92, 94with devices or apparatus such as a pressure regulating valve/devicewithin the tire cavity 30 (not shown). The tubes 84 provide conduits forthe passage of air from the annular tube 50 into the tire cavity 30(directional arrow 96) and air from the cavity back into and out of thetube 50 (directional arrow 98) if necessary or desired.

As shown by FIGS. 1, 3, and 4A through 4D, the inlet device 54 isconnected to the tube 50 at an inlet location opposite to the outletdevice 72. The inlet device 54 has a cylindrical tube body 56 and anarray of through perforations or openings 58 extending through the body56 to allow ambient air into an axial passageway through the body 56(FIGS. 4A through 4D). Surrounding the mid-portion of the tube body 56is a filter sleeve 60 formed of porous cellular material of a densityallowing air to pass through but blocking undesired particulates. Thesleeve 60 is formed having a pair of outwardly extending lobeprotrusions 62, 64; a pair of channels 65 adjacent to respective lobeprotrusions; and a pair of barb detent ridges 66 on opposite sides ofthe sleeve that define with the lobe protrusions 62, 64 the channels 65.The sleeve positioned around the body 56 filters input air flow indirection 61 passing through the sleeve and through perforations 58 intothe body 56. The tube body 56 has opposite ends 68, 70 that projectoutward free of the sleeve 60. The ends 68, 70 may be provided withexternally formed detent barbs or ridges to facilitate attachment of theends to free ends of the annular air tube 50. The diameter of the tubebody 56 is generally equivalent to that of the air tube 50 such thatboth may fit in-line within the annular groove 38 formed within the tiresidewall. Moreover, a bored sleeve body portion 67 surrounding the tubebody is formed of a cellular or foam filtering material such that theportion 67 may be compressed to an extent necessary to force fit withthe tube body 56 into the tire groove 38. The detent barb ridges 66engage the sides of the tire groove 38 upon insertion to mechanicallyaffix the inlet device into the tire groove. Additional means ofattachment such as adhesive may be employed to fix the inlet device 54into the groove 38 if desired. FIG. 2 illustrates the peristaltic tubeassembly 14, including inlet device 54 and outlet device 52 attached tothe tube 50, installed into the groove 38 of the tire carcass.

The inlet filter sleeve 67 is preferably constructed of a material suchas a porous membrane that passes air and blocks fluids from enteringinto the tube body 56 and there from the pump tube 50. A suitablematerial, without limiting the invention, is polytetraflouroethylene(PTFE). The filter sleeve 67 is thus self-cleaning and capable of highvolume air flow into the tube body 56. The sleeve 67 further providesmechanical protection to the body 56 and is positioned in-line with thetubes 56 and 50. The inlet device 54 may be assembled as a singleassembly with fittings at the inlet ends 68, 70 for attachment to thetube 50. Minimization of components and a higher reliability results.

As shown in FIGS. 8A and 8B, and FIGS. 5A through 5C, the outlet device52 connects to the air tube 50 opposite to the inlet device 54. Ends 88,90 of the outlet device 52 and ends 68, 70 of the inlet device 54 coupleto ends of the air tube 50 to form the assembly 14 of FIGS. 1 and 3. Theinlet device ends and outlet device ends have generally the samediametric dimensions as the tube 50 to facilitate the coupling. Theassembly 14 is thereafter assembled to a tire 12 in a post-cureoperation. The tire 12 is formed as described above having molded groove38, including chambers 39, 40 and partial passageways 42A, 42B at anoutlet device location along the annular groove 38. The assembly 14 isaligned with the groove 38 of the tire 12, with the outlet device 52opposite the outlet device location of the groove 38. Thereafter, thetube 50, inlet device 54, and outlet device 52 are press inserted intothe groove 38. The inlet device cellular sleeve 60 is compressed tofacilitate press insertion. In the fully inserted position, the tube 50resides in the primary groove chamber 39 of the groove 38, and the inletand outlet devices reside at respective inlet and outlet devicelocations along the groove 38. The profiled configuration of the inletdevice 54 captures edges defining the groove 38 within the channel 65 asbarb ridges 66 and the lobe projections 62, 64 capture the groove edgestherebetween. The configuration of the outlet device 52, as shown inFIGS. 8A, 8B, similarly captures edges defining the groove 38 betweenridges 82 and the retention flanges 74, 76.

It will be noted that attachment of the assembly 14 to the tire 12occurs after the molded barrier wall 44 is removed from the tire in apost-manufacture and cure boring procedure. Once the barrier wall 44 isremoved, the legs 84, 86 of the device 52 can project through theprimary groove chamber 39, the adjacent expansion chamber 40, andthrough the dual parallel passageways 42A, 42B to reach the tire cavity30. Once fully inserted, the passageway from the tube 50 communicatesthrough the passageways of the outlet tubes 84, 86 with the tire cavity30. The ends 90, 92 of the tubes 84, 86 may be coupled to a pressureregulator mechanism (not shown) within the tire cavity that opens toallow air flow into the cavity (direction 96) when the cavity pressurefalls below a preset level or out of the cavity (direction 98) shouldthe pressure exceed a recommended level.

As will be appreciated from FIG. 2, the inlet device 54 and the outletdevice 52 are positioned within the circular air tube 50 generally 180degrees apart. The tire rotates in an operational mode, causing afootprint to be formed against a tire-contacting ground surface. Acompressive force as shown in FIG. 7A is directed into the tire from thefootprint and acts to flatten the air tube 50 segment by segment as thetire rotates. Extended portions 100 of the air tube 50 caused by thesegment by segment flattening of the tube are accommodated by the grooveexpansion chamber 40 as shown in FIG. 7A. FIG. 7A shows an expansionportions 100 of the tube moving into the expansion chamber 40 of thegroove 38. Flattening of the tube 50 segment by segment draws ambientair into the air tube 50 through the inlet device 54, filtered by sleeve60, and forces air along tube passageway toward and into the outletdevice 52. From the outlet device, air is forced through the outlettubes 84, 86 through the tire sidewall and into the tire cavity 30. Aperistaltic pump of the subject type is disclosed and described inco-pending U.S. patent application Ser. No. 12/643,176 filed on Dec. 21,2009, incorporated herein by reference.

The post-cure assembly of the pump assembly 14 to the tire 12 are afterthe groove 38 (including primary chamber 39), tube expansion chamber 40,and partial passages 42A, 42B are molded in. The advantages attended theprocedure is that such assembly requires that minimal or no ply cords becut. Moreover, the integrity of the tube 50 and devices 52, 54 maybetter be ensured. A uniform tube 50 shape, location and passageintegrity is thus achieved and no change or diminishment of plantcapacity utilized in tire construction results. The expansion chamber 40is molded in with the groove 38. The passage segments 42A and 42B are atthe same radial location as the pump tube 50 in the tire 12. The passagesegments 42A, 42B are opened to the tire cavity 30 by removal of thebarrier wall 44 of the tire sidewall through drilling or punching by useof an awl or other apparatus. The passageways 42A, 42B are molded in asdeep as possible as pilot pathways so as not to puncture a press shapingbladder during the tire build. It is preferred that the barrier wall 44be dimensioned having a sectional thickness within a range of 35 to 45percent the thickness of the carcass wall.

It should be noted that the partial passageways 42A and 42B may bemolded in or drilled. The process for manufacturing the tire andperistaltic pump assembly is as follows.

The green tire carcass 12 is built by conventional means having the tirecavity 30 defined by the tire inner liner 46, first and second sidewalls24 extending respectively from first and second tire bead regions 26 tothe tire tread region 28;

The air tube-receiving groove 38 is molded into the green tire carcasswithin the green tire carcass wall at a prescribed radial location suchas in bead region wall 27. The groove 38 is molded in an annularconfiguration in a single form including the access opening 41, primaryinternal groove chamber 39 and the secondary expansion groove chamber 40adjacent to and communicating with the internal groove chamber 39. Theexpansion groove chamber 40 operationally receives a flattened air-pumptube extended portion

The groove 38 provides the partial pilot passageway(s) 42A, 42B locatedat a prescribed groove outlet location along the air tube-receivinggroove 38. The partial passageway(s) 42A, 42B extend from the groovechamber 40 partially through the tire carcass wall 27 toward the tirecavity and has an axially inward terminal end(s) 92, 94 separated fromthe tire inner liner by a removable tire carcass barrier 44 of reducedsectional thickness relative to the tire carcass wall 27.

The green tire carcass is cured to form a cured tire carcass; and thetire carcass barrier 44 is removed in a post-cure operation to create athrough-bore from the groove 38 to the tire cavity 30 at the outletdevice-receiving location of the groove 38. Separately, the pumpassembly 14 is assembled to include the air tube 50; the inlet device 54positioned along the air tube and having an inlet opening(s) 58 foradmitting air into the air tube 50; and the outlet device 52 positionedalong the air tube opposite the inlet device 54.

The wall barrier 44 is removed by drilling or punching. The outletpassage tubes 84, 86 are plugged at ends 92, 94 to prevent entry ofcontaminants. A sealant is introduced within the groove 38. The pumpassembly 14 is inserted into the tube-receiving groove 38 with theoutlet device 52 registered within the groove at the prescribedoutlet-receiving location of the groove. The outlet passage tubes 84, 86extend from the outlet device through the through-bore created byremoval of barrier 44 and to the tire cavity 30.

The sealant within the groove 38 is allowed to cure. Should a secondarysealant or covering layer be desired, the tire and assembly 14 may bemounted over a rim and the tire inflated. A secondary covering may thenbe applied over the pump assembly 14 and allowed to cure. The tire isthen deflated and removed from the rim.

The plugs may then be removed from the outlet passage tubes 84, 86 and apressure regulating check valve assembly attached to the ends 92, 94 ofthe outlet device. The check valve assembly (not shown) operates toregulate air flow into and out of the cavity 30 based on a presetdesired cavity inflation pressure. Such a regulator is of a typeavailable from regulator suppliers such as Emerson/ASCO Pneumaticslocated in Novi, Mich.; EATON Corporation located in Southfield, Mich.;and Parker Corporation located in Otsego, Mich.

It will be further appreciated that the pump assembly 14 is constructedin an in-line configuration of components 50, 52, and 54. Such aconfiguration enhances the efficiency of air intake through the inletdevice 54 into tube 50, along the tube 50 and into the outlet device 52.Structural obstruction to the flow of air is avoided and the overallin-line annular assembly as shown in FIG. 3, lacking any interferingprotrusions and structural obstructions, is relatively easy to insertinto groove 38. Moreover, the housings of the inlet device 54 and outletdevice 52 in the form of filtering sleeve 60 and body 73 includeretention ridges to engage and retain the devices 52, 54 within groove38 at desired respective inlet and outlet device-receiving locations. Itwill further be noted that the sleeve 60 fulfills the multifacetedfunctionality of serving as an inlet air filter, a covering to the inletopenings 58 that protect the openings from external originatingcontaminants, and a retention mechanism for holding the inlet device 54within the groove 38.

Likewise, the outlet device 52 positioned along the air tube 50 isin-line, the outlet device providing tubular outlet body 73 and an axialpassageway in-line with the air tube. The body 73 houses the L-shapedtubes 84, 86, and acts to retain the outlet device 52 within groove 38.The passageways 42A, 42B are closed in an as molded configuration butbecome open to the tire cavity with the removal of barrier 44.Accordingly, the passageways remain clear of contaminants until openedby the removal of barrier 44 to receive the tubes 84, 86 in a post-cureassembly procedure.

Variations in the present invention are possible in light of thedescription of it provided herein. While certain representativeembodiments and details have been shown for the purpose of illustratingthe subject invention, it will be apparent to those skilled in this artthat various changes and modifications can be made therein withoutdeparting from the scope of the subject invention. It is, therefore, tobe understood that changes can be made in the particular embodimentsdescribed which will be within the full intended scope of the inventionas defined by the following appended claims.

1. A method of constructing a self-inflating tire assembly comprising:(A) building a green tire carcass having a tire cavity defined by a tireinner liner, first and second sidewalls extending respectively fromfirst and second tire bead regions to a tire tread region; (B) moldingan air tube-receiving groove within a green tire carcass wall at aprescribed radial location, the groove having an access opening, primaryinternal groove chamber and a secondary expansion groove chamberadjacent to and communicating with the internal groove chamber foroperationally receiving a flattened air-pump tube extended portion; andthe groove having a partial passageway located at a prescribed grooveoutlet location along the air tube-receiving groove, the partialpassageway extending from the groove partially through the tire carcasswall toward the tire cavity and having an axially inward terminal endseparated from the tire inner liner by a removable tire carcass barrierof reduced sectional thickness relative to the tire carcass wall; (C)curing the green tire carcass to form a cured tire carcass; and (D)removing the tire carcass barrier in a post-cure operation to create athrough-bore from the groove to the tire cavity; (E) constructing a pumpassembly comprising an air tube; an inlet device positioned along theair tube having an inlet opening for admitting air into the air tube;and an outlet device positioned along the air tube; and (F) insertingthe pump assembly into the tube-receiving groove with the outlet deviceregistered within the groove at the prescribed outlet location of thegroove.
 2. The method of claim 1, further including projecting at leastone outlet passage tube from the outlet device through the through-boreto the tire cavity.
 3. The method of claim 2, further including: (A)plugging the outlet passage tube of the outlet device with a plug deviceprior to inserting the pump assembly into the groove; (B) applying asealant coating into the tube-receiving groove prior to inserting theannular pump assembly into the tube-receiving groove; and (C) curing thesealant coating after insertion of the annular pump assembly into thetube-receiving groove.
 4. The method of claim 3, further including: (A)mounting the tire over a rim; (B) inflating the tire; (C) affixing asecondary sealant covering over the pump assembly; (D) curing thesecondary sealant coating; (E) deflating the tire; and (F) removing thetire from the rim.
 5. The method of claim 3, further including: (A)removing the plug device from the outlet passage tube after removing thetire from the rim; and (B) affixing to an inward end of the outletpassage tube a pressure regulating check valve assembly.
 6. The methodof claim 1, further including molding the air tube-receiving groovewithin a green tire carcass wall at a prescribed radial location and inan annular form circumscribing the green tire carcass wall.
 7. Themethod of claim 6, further including molding the air tube-receivinggroove within a green tire carcass wall proximate to a bead region ofthe green tire.
 8. The method of claim 7, further including projectingat least one outlet passage tube from the outlet device through thethrough-bore to the tire cavity.
 9. The method of claim 1, furtherincluding: (A) plugging the outlet passage tube of the outlet devicewith a plug device prior to inserting the pump assembly into the groove;(B) applying a sealant coating into the tube-receiving groove prior toinserting the annular pump assembly into the tube-receiving groove; and(C) curing the sealant coating after insertion of the annular pumpassembly into the tube-receiving groove.
 10. The method of claim 9,further including: (A) mounting the tire over a rim; (B) inflating thetire; (C) affixing a secondary sealant covering over the pump assembly;(D) curing the secondary sealant coating; (E) deflating the tire; and(F) removing the tire from the rim.
 11. The method of claim 10, furtherincluding (A) removing the plug device from the outlet passage tubeafter removing the tire from the rim; and (B) affixing to an inward endof the outlet passage tube a pressure regulating check valve assembly.